Speed-changing mechanism.



F. J. ZIEGLER. SPEED CHANGING MECHANISM. APPLIOATION FILED 15m20.190s.

Patented Mar. 15, 1910.

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AM ,Fumo-mk RAP Daiwa F.' J, ZIEGLER. SPEED CHANGING MEoHANrsM.

APPLICATION FILED MAYIZO, 1908. 95%, l 7 l Patented Mar. 15,1910.

. J" f s" 2 WMI" s l ll l A uuml Immmlmij 'UNITE TABS PAVIQFLNI FREDERICK J. ZIEGLER, GF NEW YORK, N. Y.

SPEED-CHANGING MECHANISM.

To all whom it may concern:

Be it known that I, FREDERICK J. ZmoLnR, a citizen of the United States, and resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Speed- Changing Mechanism for Automobiles, of which the following` is a specification.

This invention relates to speed changing mechanism for automobiles, and has for its object to provide a mechanism which is not .subject to the disadvantages of those hitherto in use and in which considerable lost power prevails and which are usually accompanied by noise and jarring, attendant with considerable wear and tear.

It is the object of'this invention to provide a mechanism in which the transmission is direct for each of the individual speeds, and in which a change of speed from one velocity to another can be immediately7 accomplished without noise or shock.

For this purpose my invention consists of a speed changing device for automobiles, comprising a plurality of gears each of a diiiorent size, and corresponding to the various speeds, means for causing the engagement of any one of these gears with the power shaft, a plurality of gears, each meshing with one of the first-named gears, and means for transmitting to the driving shaft the motion of that gear in mesh with the gear in enga gement with the power shaft.

The invention consists of certain further novel features which will be more fully described hereinafter, and finally pointed out in the claims.

In the accompanying drawings, Figure l is a horizontal longitudinal section, partly in elevation, of my improved speed changing mechanism, Fig. 2 is a vertical transverse section taken on line 2-2 of Fig. l, Fig. 3 is a vertical transverse section taken on line 3 3 of Fig. l; and Fig. 4 is a detail view of one of the parts.

Similar letters of reference indicate corresponding parts.

Referring to the drawings, in which Fig. l shows a general view of the mechanism embodying my invention as applied to the rear shaft of an automobile and in coperation with the transmission-shaft and crank-shaft of the motor, a gear-box A supports a frame B movable therein from one Specification of Letters Patent.

Application filed May 20, 1908.

Patented Mar. l5, 19M). Serial No. 433,829.

side of the same to the other. The gearbox A is formed by longitudinal side-walls A1 and two transverse end-walls A2 and the frame B consists of longitudinal bars B1 and end-bars B2. The end-walls A2 of the gear-box A and the end-bars B2 of the frame B are provided with openings for the passage of the jack or rear-shaft C of the automobile, and of sleeves surrounding the same. Of these sleeves, one, D, is formed as a continuation of a casing E of a differential, such as is well known, and other sleeves` F, and F1, surround sleeve D. Loosely mounted on the sleeve F are a plurality of bevel gear-wheels G1, G2, G3 and G4, each provided with a pawl, g1, g2, g3 and g4 respectively, and each engaging a ratchet h1, 7a2, h1 and 7a4 respectively, which are suitably secured to the sleeve F by means of screws g. Collars g1 secured to the sleeve F by set-screws gG, keep the gearwhecls G1, G2, G3 and G4, in position. Meshing with the gears G1, G2, G3 and Gl are bevel gears M1, M2, lV 3 and M4, of different sizes, corresponding to the different speeds, and having shafts m1, m2, and m4 moving in bearings supported in one side of the frame B. To these shafts are respectively secured key-rods n1, a2, n3 and n4, slidable on horizontal guide-ways N2 and N3 secured to the inner part of the gearbox A by means of brackets n, and which have their inner adjacent ends spaced apart a distance larger than the length of one of the key-rods. Collars m8 are secured to the shafts m1, m2, etc., to keep them in position. A disk P having slots p at right angles to each other, and of a width slightly greater than the thickness of the key-rods a1, a2, a3 and a4, as shown in Fig. 4, with the ends of the slots somewhat larger as there shown to permit the ready entrance into the slots of the key-rods, rotates in the space formed between the inner adjacent ends of the bars N2 and N3, and is secured to a shaft 1 journaled in the side-wall A1 of the gear-box A. The shaft r extends outwardly from the eX- terior of the gear-box and is provided with a disk R having recesses p3 on its periphery, spaced 90 apart, corresponding to the slots of the disk P, and is further provided with a universal joint J to take up the disalinement caused during the movement of the machine. A suitable clutch-mechanism U operates to transmit motion from the crank shaft of the motor, to the transmission shaft r.

The gear-box A is provided on its exteriorwith brackets 7L and r1, the latter pivotally supporting an elbow lever r2 having one of it-s free ends co-acting with a springactuated rod r3, supported by the bracket 7b4. Rod r3 has one end of a spring r secured thereto, the other end of which abuts against a collar 'P15 secured to the free end of the lever r2, and through which the rod r3 freely passes. When it is desired to insert the rod r3 into one of the recesses 793 of the disk R the movement of the collar r against the spring will cause the movement of the rod r3 against the periphery of the disk R, and simultaneously compress the spring r1 before the rod enters one of the recesses 2f. After the rotation of the disk R suflicient to bring the end of the rod r3 immediately above one of the recesses p3, the expansion of the spring 1113 will cause a quick entrance of the end of the rod r3 into one of the rccesses p3. 1n order to withdraw the rod r3 quickly and positively, a stopcollar r1* is secured to the end of the rod r3 so that when the lever arm r2 is actuated so as to withd aw the rod r3, the collar 1'15 will be moved against the collar r11 and thereby cause the rod r3 to be positively and quickly withdrawn from the recess 223. The other end of the elbow lever cosacts with rod p6, which is in turn connected with one end of a lever arm '117 pivoted to the frame of the automobile in some suitable manner, not shown, as at rg, the other end of which is connected with the shiftable member U1 of the clutch-mechanism U movable 011 the transmission shaft r. The forward movement of the rod p disengages the shiftable member U1 from the power-member U2, whereby the speed of the transmission-shaft 1" will gradually decrease until almost standstill is attained. Simultaneously with the forward movement of the rod 29, the rod r3, will be caused to be pressed against the disk R, until its end engages one of the recesses p3, bringing thereby the disk to a standstill at a fixed and determined position. This will bring one of the slots 10 of the disk P in a horizontal position so as to permit the entrance of one of the key-rods nl, n2, a3 and at.

The gear-box A is provided with guidebars S1 and S2 surrounded by guidewaytubes S3 and S* secured to the exterior of the frame B so as to permit the to and fro movement of the frame from one side of the gear-box to the other. One of these tubular guideway-tubes S3 is provided with a rack engaged by a pinion S secured to a shaft ST movable in a bearing SS located in the gear-box. The shaft ST extends forwardly to the front part of the automobile and is I suitably connected with the hand lever on the proper manipulation of whiclnthe frame B may be moved from one side of the gearbox to the other. The gear-box A is provided with the usual oil-tight gear-box cover, as shown by Z.

The end of the sleeve F is provided with a flange T which forms one member of a clutch, having suitable recesses t, adapted to be engaged by dogs t of the shiftable member Tl of the clutch. This member Tl has a central opening T12, the walls forming which being mainly circular in shape but with two straight sides T11, and adapted to be moved to and fro on the sleeve D. The cross-section of the sleeve D is also mainly circular but also has two straight sides D corresponding to the straight sides of the shiftable member T1. The consonance of the opening` of shiftable member Tl with the periphery of the sleeve D, forms a key aetion. lt follows, that by the rotation of the shiftable member the sleeve D is also rotated.

Beyond the forward movement gears G, l2, G3 and G4, a reversing gear G is provided which similar .in operation to those described, excepting that this has no pawl nor ratchet engaging therewith. The reversing gear is secured directly to a sleeve F1 which, similar to the sleeve F, is rotatable on the sleeve D. The sleeve F1 is also provided with a {iange portion F2 having recesses f3 and forming one member of a clutch when co-acting with the dogs t of the shiftable member T1. The gear M, shaft m, and key-rod a5 slidable on the guide-rod N2, all correspond to those described in connection with the forward movement of the machine.

The shiftable member Tl of the positive clutch is provided with a groove T3 which is engaged by a fork T'", the rod TG of which is provided at its end with a buffer T7 which is guided by brackets TS, between which butter and the nearest bracket a spring T9 is interposed. 1V hen it is desired to reverse, the shiftable member Tl must be thrown out of engagement with the forwardanovement sleeve F, and into connection with the reverse-movement sleeve F1. The object of the butter is to cause this movement. lVhen the frame l is moved toward the end of the gear-box so as to cause the `key-rod a of the reversing gear M5 to engage with the disk P, a stop T10 secured to the end of the gear-box, is encountered by the buffer TT whereby the fork Ti moves the shiftable member T1 so as to engage the flange F2 of the sleeve F1. The shiftable member Tl is held in engagement with the flange T of the sleeve F by the action of the spring TS, with the exception of that case when the buffer TT is acted upon by the stop T10, to

bring about the reverse action. To prevent undue frietional action between the fork T5 and groove T3 of the shiftable member, a stop T1G is iixed to the rod TG so as to limit the movement of the same. The position of frame B when ready for the reverse movement is shown in dotted lines in Fig. l.

The differential E, as is well known, consists of the miters e engaged by the bevelgears el, one of which is secured to one part of the shaft C and the other bevel to the other part of the shaft C.

The operation of my improved device is as follows: When a certain speed is desired, as for instance, the highest speed, the frame B is moved in the position shown in full lines in Fig. l, so as to insert the key-rod al into one of the slots p of the disk P, whereby, on the rotation of the disk P, the bevelgear M1, hence the bevel-gear G1, ratchet h1, sleeve F, shiftable-member T1, sleeve D, and, finally the shaft C is rotated. It will be noted that during this particular speed no other gear-wheel rotates but that just described which is in the line of direct transmission. Hence, there is no lost motion of the other gears, and these parts are not subjected to wear or tear or breakage. If a different speed should be desired, the transmission shaft r is thrown out of engagement with the power-shaft by means of the clutchy U whereby the speed of the disk P will be reduced, and the rod r3 inserted into one of the recesses p3 of the disk R, so as to bring' the disk R, and hence the disk P, to standstill. This permits the withdrawal of the key-rod al from the slot p of the disk P and the insertion of another key-rod connected with a gear, corresponding to a different speed, and to the speed desired. For this purpose, the frame B is moved by means of the pinion SG and rack S5, the rod S7 being properly manipulated at the front of the machine. When the ke f-rod corresponding to the speed desired is inserted into the slot of the disk P, the rod r3 is withdrawn, simultaneously with the engagement of the clutch-members, and thereby a direct line of transmissionv had, all the other gears not being in action. If, however, the machine is desired to be reversed, the frame B, is moved by means of the pinion S6 and rack S5, after the disk P is brought to standstill as before described, until the key-rod a5 engages one of the slots 7J of the disk P. This movement of the frame B will bring the buffer T7 against the stop T10, and cause thereby the fork T5, to move the shiftable member T1 against the flange F2 of the reverse-movement sleeve F1, and bring about an engagement therewith. The rod r3 is then withdrawn, and simultaneously the transmission shaft r rotated by the engagement of the clutch-members U1 and U2. The line of transmission will then be through the disk P, key-rod a5, shaft m5, bevel-gear M5, gear-wheel G5, sleeve F1, shiftable member T1, sleeve D, through differential E to the shaft C. The other gears, out of this line of transmission, do not rotate.

My invention has the advantage of the least possible amount of power lost in transmission, absolute silence in rotation in contrast to the noisy spur-gears and noiseless change will be accomplished at all times; further, absolute selection of speeds with the advantage and convenience of the progressive system. Further change from higher to the lower speed can be immediately accomplished without noise or shock owing' 'to the sleeve overrunning the bevel-gears due to the action 'of the ratchets for the reason that there will not be any backlash on account of the ratchets.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

l. A speed changing mechanism for automobiles comprising a driving-shaft, a driven shaft arranged at right angles to the driving-shaft, a plurality of transmission members severally capable of operative connection with the driving-shaft and of different sizes corresponding to various speeds, and motion transmitting means severally capable of operative connection with the named transmission members and the driven shaft, the connection depending on which one of the members is in operative connection with the driving-shaft.

2. Tn a speed changing mechanism for automobiles the combination of a driving shaft, a driven part, a movable frame, a plurality-of motion transmitting members carried by the frame and movable therewith and severally capable of operative connection with the driving shaft and means between said driven part and said members for communicating motion to said driven part from whichever member is in operative connection with the driving shaft.

3. In a speed changing mechanism for automobiles, a driving-shaft, a driven shaft, a frame, a plurality of motion transmitting members movable therewith, severally capable of being operatively connected with the driving shaft, a sleeve movable with the frame, a plurality of motion transmitting means on the sleeve, cooperating with the transmitting members, and means operatively connectin the driven shaft and sleeve.

4. In a speed changing mechanism for automobiles, a driving-shaft, a driven part, a frame, a plurality of motion transmitting members movable therewith, severally capable of operative connection with the drivingshaft, a plurality of motion transmitting means loosely` mounted, ratchets on the driven part, and means on the motion transmitting means for engaging the ratchets.

5. A speed changing mechanism for automobiles, comprising a driving shaft, a plurality of gears, capable of operative connection therewith, a frame supporting the gears movable in respect to the driving shaft, a second plurality of gears, each meshing with one of the first named gears, and also supported by the frame, a driven shaft, and means for transmit-ting the motion of the last named gears to the driven shaft.

G. speed changing mechanism for automobiles, comprising a driving shaft, a plurality of gears, capable of operative connection therewith, a sleeve, a second plurality of gears, each meshing With one of the first named gears and loosely mounted on said sleeve, a plurality of ratch'ets secured to the sleeve, pawls on the second named gears for engaging' the ratchets, a driven shaft, and means for transmitting motion from the sleeve to the driven shaft.

7. In a speed changing' mechanism for automobiles, a driving shaft, a collar on the driving shaft having' slots, elongated keyrods adapted to severally engage the slots so as to be rotatable therewith, a driven shaft and means connecting the key rods With the driven shaft.

S. In a speed changing mechanism for automobiles, a driving part having a collar with elongated slots therein, a plurality of transmitting members having keyrods adapted to engage said slots and to be placed into longitudinal alinement with each other, and a driven part connected to the transmitting members.

9. In a speed changing mechanism for automobiles, a driving part, carrying a collar, having a slot therein, transmitting members carrying key-rods adapted to be engaged by said slot and adapted to be placed in longitudinal alinement, a driven part and means between said driven part and said members for operatively connecting said driven part with Whichever member is in operative connection With the driving part.

l0. speed changing mechanism for automobiles, comprising a driving shaft, a plurality of gears of various sizes, capable of operative connection with the driving shaft, a second plurality of gears meshing with the first named gears, a sleeve for the same, means for transmitting motion from the second plurality of gears to the sleeve therefor, a reversing gear also meshing With one of the first named gears, a sleeve for supporting the reversing-gear, a frame for supporting' all of said gears, a driven shaft, and means for transmitting motion to the driven shaft from either of the sleeves, said means being adapted by a movement of the frame to be thrown out of engagement with one of the sleeves and into engagement With the other of the sleeves.

1l. In a speed changing' mechanism for automobiles, a driving shaft, a driven part, a plurality of motion transmitting members seve'ally capable of operative connection with the driving shaft, reverse motion transmitting means, also capable of operative connection with the driving shaft, means connected with the driven shaft and normally in operative connection With the motion transmitting member then in operative connection with the driving' shaft, and means for actuating said last named means for operatively connecting' the reverse motion transmitting means with the driving part.

In testimony', that I claim the foregoing as my invention, `I have signed my name in presence of two subscribing Witnesses.

FREDERICK J. ZIEGLER. lVitnesses HENRY J. SUI-misma, M. l). A vIDoN. 

